Jet torque and propulsion reaction engine



Nov. 27, 1962 J. N. PRESTON JET TORQUE AND PROPULSION REACTION ENGINE 2Sheets-Sheet 1 Filed May 12, 1961 Nov. 27, 1962 J. N. PRESTON 3,065,600

JET TORQUE AND PROPULSION REACTION ENGINE Filed May 12, 1961 2Sheets-Sheet 2 IIIIIIIIIIIIIIII 3,065,690 JET TORQUE AND PROPULSIONREACTION ENGINE James N. Preston, 1633 W. Campbell, Phoenix, Ariz. FiledMay 12, 196i, Ser. No. 109,606 Claims. (Cl. 6039.35)

This invention is a reaction engine that is designed to produce bothtorque and thrust for use as a lightweight, heavy duty engine to powerany kind of aircraft, industrial, automotive, or marine equipment thatrequires either torque or thrust or both. This engine is self-cooling asthe combustion chamber is adjoined on two sides by the compressed airchamber and over-heating is not a problem as it is to a turbine-drivenengine. Compressed air from the air impeller vanes cools the outside ofthe combustion chamber before entering the combustion chamber in apre-heated condition.

This engine is unique in that it derives its torque horsepower from thedirect reaction of the combustion gases exhausting from the combustionchamber at its exhaust ports and requires no turbine to remain in thesuperheated exhaust gases to drive the engine rotor assembly. The designof this engine prevents any of its component parts from being melted orburned up by the super-heated exhaust gases and at the same timeproduces torque horsepower more efliciently with less engine weight andwith less fuel consumption per horsepower unit delivered than aturbine-driven engine. It is designed to produce torque horsepower soefficiently that it can be built small enough to be used as a flyingbelt by strapping a small, lightweight engine propulsion unit to theback to a human being. This invention is a continuation-in-part of theapplicants earlier application entitled: Fire Jet Torque and PropulsionReaction Engine, Serial No. 86,669, filed February 2, 1961.

FIG. 1 shows the front view of the engine with part of the engine cutaway.

FIG. 2 shows the adjacent side view of the engine when the front view isrotated 90 degrees to its right on its v vertical axis with part of theengine housing cut away.

FIG. 3 shows the rear view of the engine when the front view is rotated180 degrees on its vertical axis with part of the engine cut away.

FIG. 4 shows the side view of the engine when the front view is rotated270 degrees to its right on its vertical axis with part of the enginehousing cut away.

.Referring to the drawing in more detail, 1 generally indicates thestationary air deflector disc which is centered to the axis of the rightcircular stationary axle 2 and aflixed at its adjacent face to the rightcircular end of said axle 2 in a plan perpendicular to the axis of saidaxle 2.

The right circular cylindrical hub 3 rotates on the bearings 24 aroundthe periphery of said axle 2. The basic air impeller disc 4 is centeredaround and affixed to the periphery of said hub 3 in a planeperpendicular to the axis of said axle 2 adjoining the end of the hub 3which is parallel adjacent to the stationary air deflector disc 1.

A number of air impeller vanes 5 are radially aflixed to the face of thebasic air impeller disc 4, each vane 5 extending perpendicular from theface of said disc 4 for a distance to a line in a plane which isparallel to the face of said disc 4. Each vane 5 is affixed at itsaxistowarcl end to the periphery of the hub 3 and extends radiallyoutward for a distance to a perimeter equal and parallel to that of thebasic air impeller disc 4.

The second air impeller disc 6 has the circular compression air intakeport 7 cut out of its axial center and is then centered around the hub 3in a plane perpendicular to the axis of the axle 2. The adjacent face ofsaid disc 6 is affixed to the adjacent sides of the air impeller vanes 5to oppose the basic air impeller disc 4. The radius of the second airimpeller disc 6 is greater than the radius of the base air impeller disc4.

The right circular perimeter housing cylinder 10 is affixed at one rightcircular end to the perimeter of the second air impeller disc 6 andextends for a distance along a line horizontally parallel to the axis ofthe axle 2, across the plane of the air impeller vanes 5, the basic airimpeller disc 4, and beyond the plane of the stationary air deflectordisc 1. The perimeter of the housing cylinder end disc 11 is aflixed tothe right circular open end of said cylinder 10. Said end disc 11 hasthe circular compressed air exhaust port 14 cut out of its axial center.

A number of spiral air compression rings 8a extend for a distance towardthe axis of the axle 2 from the axistoward face of the perimeter housingcylinder 10; each said ring 8a extending from the second air impellerdisc 6 in a spiral counter-clockwise direction to near the housingcylinder end disc 11. The radius of the axis-toward face of each saidring 8a remains constant to the axis of the axle 2.

The stationary air deflector disc 1 has a slightly greater diameter thanthe basic air impeller disc 4. A number of spiral air deflector rings 8are affixed at their axis-toward faces to the periphery of saidstationary air deflector disc 1 and extend in a spiral counter-clockwisedirection toward the second air impeller disc 6 to a line in a planeclosely parallel adjacent to said second air impeller disc 6. The radiusto the axis-toward face of each said spiral air deflector ring 8 remainsthe same as the radius of the stationary air deflector disc 1 as itextends closely adjacent across the periphery of the air impeller vanes5. Each said spiral air deflector rings 8 extends in a radial directionfor a distance. is closely parallel adjacent to the slightly greateraxistoward radius of the spiral air compression rings 8a.

The compression intake air reaches the air impeller vanes 5 through thecompression air intake port 7 where it is given a high velocity by saidair impeller vanes 5 and forced outward by centrifugal force to beyondthe periphery of said air impeller vanes 5 where it is deflected in aspiral clockwise 12 direction by the stationary spiral air deflectorrings 8 which forces is out of the plane of the air impeller vanes 5 tobeyond the plane of the stationary air deflector disc 1 into the aircompression chamber 13 which is bounded by the perimeter housingcylinder 10, the housing cylinder end disc 11, the air compressionexhaust port 14, the stationary air deflector disc 1, the spiral airdeflector rings 8, and the spiral air compression rings 8a.

The right circular combustion housing cylinder 32 has a smaller diameterthan the perimeter housing cylinder 10 and is affixed at one rightcircular end to the housing cylinder end disc 11. Said cylinder 32 iscentered about, and extends for a horizontal distance along a lineparallel to, the axis of the axle 2.

The combustion housing end disc 4-0 is centered on the axis of the axle2 and has the same radius as does the periphery of the perimeter housingcylinder It). The adjacent face of said combustion housing end disc 40is afixed to the right circular open end of the combustion housingcylinder 32.

The combustion fuel baffle disc 38 is centered on the axis of the axle 2and aflixed in a plane between, and parallel to, the combustion housingend disc 40 and the housing cylinder end disc 11. Said combustion fuelbaffie disc 38 has a smaller diameter than the combustion housingcylinder 32 and is held in place by a number of connecting spacers 39which afiix it with a small offset distance to the combustion housingend disc 40.

A number of combustion exhaust ports 15 are cut The periphery of eachsaid ring 8 through the combustion housing cylinder 32 extending fromthe combustion housing end disc 41 to the housing cylinder end wall 11.From a point to a clockwise 12 distance from each said combustionexhaust port 15 and on a radius line at a radial distance from theaxis-toward face of the combustion housing cylinder 32, toward the axisof the axle 2, a combustion exhaust baffle 31extends on a lineperpendicular to said radius at said point, to the counter-clockwiseside of each combustion exhaust port 15. Each said combustion exhaustbafile 31 is affixed to, and extends perpendicular from, the housingcylinder end wall 11 to the opposing inner face of the combustionhousing end disc 4t The combustion chamber 9 is bounded by the peripheryof the combustion fuel bafile disc 321, the adjacent combustion fuelintake port 16, the combustion housing end disc 40, the combustionhousing cylinder 32, the combustion exhaust bafiles 31, the combustionexhaust ports 15, the housing cylinder end disc 11, and the combustionair intake port 41.

The combustion fuel enters the combustion chamber 9 through thecombustion fuel intake port 16 which is located between the perimeter ofthe combustion fuel baffle disc 38 and the combustion end disc 49. Thefuel enters this region from the circular fuel intake port 17 which iscentered on the axis of the axle 2 and cut through the combustionhousing end disc 40.

The swivel joint 18 is centered on the axis of the axle 2 and affixed tothe outer face of the combustion housing end wall .40 where it receivesfuel which is pumped in from the stationary fuel pipe 19 and delivers itthrough the circular fuel intake port 17 and to the combustion fuelintake port 16 at the perimeter of the combustion fuel baffie disc 38.

The compressed air leaves the air compression chamber 13 through thecircular air compression exhaust port 14 through the housing cylinderend wall 11 and enters the combustion chamber 9 through the combustionair intake port 41 which is located between the perimeter of thecombustion bafile disc 33 and the housing cylinder end disc 11.

The fuel mixes with the incoming compressed air around the periphery ofthe combustion fuel baffle disc 38 within the combustion chamber 9 andignites. The ignited and expanding gases are forced by the combustionexhaust bafiles 31 to exhaust from the combustion chamber 9 in acounter-clockwise direction at the combustion exhaust ports 15 whichimparts a clockwise 12 torque to the combustion housing cylinder 32, theperimeter housing cylinder 10, and impeller assembly to accelerate theclockwise 12 rotation of said integral assembly on the bearings 24around the stationary axle 2.

A number of propulsion air impeller vanes 20 are radially affixed to theouter face of the second air impeller disc 6, extending perpendicularfrom the face of said disc 6 for a distance to a line in a planeparallel to the face of said disc 6. Said propulsion air impeller vanes20 extend radially outward from the perimeter of the circularcompression air intake port 7 to the perimeter equal and parallel tothat of the perimeter housing It A number of radial braces 21 areafiixed to, and extend radially outward from, the axle 2 to hold thepropulsion housing base disc 22 centered on said axle 2 in a planeperpendicular to the axis of said axle 2 and closely adjacent to thepropulsion air impeller vanes 2t Said propulsion housing base disc 22has the circular air intake port cut out of its axial center to allowair to reach the propulsion air impeller vanes 21} and the compressionair intake port '7. The radius of said propulsion housing base disc 22is greater than the radius of the second air impeller disc 6 andperimeter housing cylinder 10.

The right circular end of the right circular propulsion housing cyiinder23 is aifixed to the perimeter of the propulsion housing base disc 22and extends for a distance along a horizontal line parallel to the axisof the axle 2,

4 to a line in a plane beyond and parallel to the plane of thecombustion housing end disc 40. Said propulsion housing cylinder 23 hasa greater radius than the smaller concentric perimeter housing cylinder10, leaving the propulsion air channel 26 between the two concentriccylinders with the propulsion exhaust port 29 at the open end oppositethe propulsion housing base disc 22.

The propulsion intake air from the propulsion air intake port 25 isgiven a high velocity by said propulsion air impeller vanes 24 andforced outward by centrifugal force to beyond the periphery of saidpropulsion air impeller vanes 20 into the propulsion air channel 26which is bounded by the periphery of said propulsion air impeller vanes2% the propulsion housing base disc 22, the propulsion housing cylinder23, the propulsion exhaust port 29, the periphery of the combustionhousing end disc 49, the combustion exhaust back-pressure cylinder 34,and the perimeter housing cylinder 10.

A number of propulsion air deflector spiral rings 36 extend for adistance from the axis-toward face of the propulsion housing cylinder 23toward the axis of the axle 2 in order to channel propulsion intake airfrom the periphery of the propulsion air impeller vanes 20 to beyond theplane of said propulsion air impeller vanes 20 in the direction of thepropulsion exhaust port 29. The radius of the axis-toward face of eachsaid spiral ring 36 is slightly greater than the radius of thepropulsion air impeller vanes 20 and remains constant as each saidspiral ring 36 extends from the propulsion housing base disc 22 in aspiral clockwise 12 direction towards the propulsion exhaust port 29 forthe purpose of propulsion thrust to propel a vehicle and cargo throughthe air.

One right circular end of the right circular combustion exhaustback-pressure cylinder 34 is centered about the axis of the axle 2 andis closely adjacent to the face of the housing cylinder end wall 11 andextends horizontally parallel to the axis of the axle to a line in aplane closely parallel adjacent to the face of the combustion housingend disc 4%. The radius of said cylinder 34 is the same as that of theperimeter housing cylinder 11 Said combustion exhaust back-pressurecylinder 34 is held in place by a number of afiixed radial vanes 35which extend radially across the propulsion air channel 26 and affix tothe axis-toward face of the propulsion housing cylinder 23.

A number of combustion exhaust back-pressure vanes 53 are afiixed to theaxis-toward face of the combustion exhaust back-pressure cylinder 34 andextend in a radial direction toward the axis of the axle 2 to a lineclosely parallel adjacent to the periphery of the combustion housingcylinder 32. Each said vane 33 extends from a line closely paralleladjacent to the face of the housing cylinder end disc 11 on a lineperpendicular to the face of said end disc 11 to a line closely paralleladjacent to the face of the combustion housing end disc 40.

The combustion exhaust gases escape from the combustion chamber 9 in acounter-clockwise tangent direction through the combustion exhaust ports15 and is prevented from freely escaping further by the backpressureassembly which is composed of the axis-toward face of the combustionexhaust back-pressure cylinder 34, the periphery of the combustionhousing cylinder 32, the housing cylinder end disc 11, the combustionhousing end disc 4%, and thecombustion exhaust back-pressure vanes 33.Said back-pressure assembly causes the combustion exhaust gases leavingthe combustion chambet 9 in a counter-clockwise tangent direction toback up and impart a high-pressure clockwise 12 torque to the combustionhousing cylinder 32 and impeller assembly to produce a high degree oftorque horsepower with a high degree of elficiency.

The engine delivers torque horsepower through the pulley 37 which isaifixed to the periphery of the hub 3 where it extends beyond the planeof the propulsion housing base disc 22.

Note in FIG 3 that the perimeter of the combustion housing end disc 40is not continuous from one exhaust port 15 to the next. The perimeter ofthe combustion housing end disc 40 is equal to that of the periphery ofthe combustion exhaust back-pressure cylinder 34 in the vicinity of eachcombustion exhaust port 15 and for a distance on the counter-clockwiseside and on the clock- Wise side of each said combustion exhaust port15. From a point at said counter-clockwise distance from each combustionexhaust port 15, the perimeter of said combustion housing end disc 40 isreduced to a radius equal to that of the periphery of the combustionhousing cylinder 32 and extends counter-clockwise on said radius to apoint at the clockwise 12 distance from each counter-clockwise adjacentcombustion exhaust port 15 in order to allow the back-pressure of thecombustion exhaust gases built up in combustion exhaust back-pressureassembly to escape to clear said back-pressure assembly for the nextfollowing clockwise 12 combustion exhaust port 15.

I claim:

1. A reaction engine comprising: a perimeter housing cylinder providedwhich rotates around its axis and which mounted normally on a hub whichrotates on bearings around the axis of a concentrically locatedstationary axle; an air compression chamber provided which containedwithin said perimeter housing cylinder by means of a second air impellerdisc which affixed concentrically to one side of said perimeter housingcylinder, a housing cylinder end disc which atflxed concentrically tothe opposite side of said perimeter housing cylinder, and a basic airimpeller disc whch mounted concentrically to the hub within said aircompression chamber at an axial distance from said second air impellerdisc; a circular compression air intake port provided at the axialcenter of said second air impeller disc for the purpose of admitting airinto said air compression chamber; a plurality of air impeller vanesprovided which radially aflixed within said air compression chamber andin connection with a face of the basic air impeller disc and an opposingface of the second air impeller disc for the purpose of compressing airinto said air compression chamber when the perimeter housing cylinderbeing rotated around its axis; a stationary air deflector disc providedwithin said air compression chamber and concentrically mounted to theaxle in a plane adjacent to the basic air impeller disc; a plurality ofspiral air deflector rings provided within said air compression chamber;each said spiral air deflector ring aflixed at its axis-toward side tothe periphery of the stationary air deflector disc and extending in aspiral axial direction across the plane of the air impeller vanesclosely adjacent to the periphery of said air impeller vanes for thepurpose of deflecting compressed air from said air impeller vanes intosaid air compression chamber in a general axial spiral direction; aplurality of spiral air compression rings provided on the axistowardside of the perimeter housing cylinder for the purpose of directingcompressed air into said air compression chamber in said general axialspiral direction; an axially concentric combustion chamber provided inconnection with the housing cylinder end disc and contained within anaxially concentric combustion housing cylinder by means of the adjoininghousing cylinder end disc on one side and a combustion end disc whichconcentrically adjoins the opposite side of said combustion housingcylinder; an air compression exhaust port provided through the housingcylinder end disc for the purpose of admitting compressed air from theair compression chamber into said combustion chamber; a fuel intake portprovided which located generally in the combustion end disc andgenerally on the axis of the stationary axle for the purpose ofdirecting any combustible fuel generally from a pump means into saidcombustion chamber; a combustion fuel baffle disc provided within saidcombustion chamber wherein concentrically located ina planesubstantially parallel to the plane of the housing cylinder end disc; acombustion air intake port provided within the combustion chamberbetween said combustion fuel baflle disc and said housing cylinder enddisc; said combustion chamber provided with a number or combustionexhaust ports located in the combustion housing cylinder; saidcombustion chamber provided with a means to deflect a fluid volume,normally ignited and expanding combustion gases, from said combustionchamber through each combustion exhaust port in a general tangentaxially transverse direction; the sum of the combined cross-sectionareas of the combustion exhaust ports of the combustion chamberproviding a substantially larger cross-section area than that of eitherthe combustion air intake port or the compression exhaust port; heatenergy provided within the combustion chamber for the purpose ofproviding a substantially larger fluid volume therein for the purpose ofproviding a substantial increase in the exhaust Velocity and p.s.i.fluid pressure at each combustion exhaust port to a degree approachingthe intake velocity and p.s.i. fluid pressure of fluid volume within theair compression exhaust port and combustion air intake port prior toentering the combustion chamber; any combustible fuel forced generallyto pump means into a volume of compressed air within said combustionchamber wherein ignited by ignition means thereby providing heat energyand a resultant larger fluid volume to said compressed air continuallyflowing through the combustion air intake port into said combustionchamber; the continuous exhausting of said larger fluid volume from eachsaid combustion exhaust port providing a continuous reaction pressurewhich rotates the perimeter housing cylinder around the axis of thestationary axle which rotates the air impeller vanes around the axis ofthe stationary axle which provides continuous air compression into theair compression chamber which continues the cycle which providescontinuous torque and propulsion thrust.

2. The invention as claimed in claim 1 wherein a combustion exhaustback-pressure cylinder provided which centered around the axis of thestationary axle on a radius greater than that of the combustion housingcylinder and located in the plane of the combustion exhaust ports and inconnection with a large-diameter axially concentric propulsion housingcylinder which is in connection with the stationary axle; the largerfluid volume exhausting from each combustion exhaust port of thecombustion chamber and impinging against a plurality of combustionexhaust back-pressure vanes which affixed to the axistoward side of theback-pressure cylinder and which extend to a perimeter closely adjacentto the periphery of the combustion housing cylinder for the purpose ofproviding a fluid back-pressure against said exhausting larger fluidvolume and each combustion exhaust port of the combustion chamberthereby substantially increasing the torque power of the engine; eachsaid combustion exhaust back-pressure vane provided with a cross-sectionsurface area at least as large as the cross-section area of eachcombustion exhaust port; a back-pressure assembly provided for thepurpose of substantially containing said exhausting larger fluid volumewithin the plane and influence of said combustion exhaust back-pressurevanes for an arc distance from each combustion exhaust port for thepurpose of providing a substantial further increase in the torque powerof the engine; said back-pressure assembly including axially concentricrotating and stationary back-pressure walls located closely adjacent toany and all sides of the plane and influence of said combustion exhaustback-pressure vanes; the periphery of the combustion housing cylinderproviding one rotating axis-toward back-pressure wall of theback-pressure assembly, the combustion exhaust back-pressure cylinderproviding a stationary peripheral back-pressure wall of saidback-pressure assembly; the housing cylinder end disc providing oneback-pressure side wall of said back-pressure assembly; the combustionhousing end disc providing a back-pressure side wall of saidback-pressure assembly;

at least one of said back-pressure walls of said back-pressure assemblybeing segmented for the purpose of allow ing the large fluid volume,normally ignited and expanding combustion gases, to exhaust from theplane and influence of the combustion exhaust back-pressure vanescontinuously into the atmosphere in a general axial direction therebyproviding propulsion thrust after said combustion exhaust back-pressurevanes being continuously rotated around the axis of the stationary axlewithin said back-pressure assembly for an arc distance from eachcombustion exhaust port; the propulsion housing cylinder directingpropulsion air from a propulsion means in an axial direction therebyproviding additional propulsion thrust which provides a cooling effectto the combustion exhaust back-pressure vanes and back-pressureassembly.

3. A reaction engine comprising; a combustion chamber being providedwhich being normally continuous for 360 degrees and which beingcontained by means of a combustion housing cylinder on its periphery, anadjoining housing cylinderend disc on one side, and a combustion enddisc adjoining the opposite side, said combustion chamber rotatingaround the axis of a normally stationary axle whose axis beingsubstantially perpendicular to the plane of said housing cylinder enddisc and said combustion chamber; a back-pressure cylinder beingprovided which centered around the axis of the stationary axle on aradius somewhat greater than that of the combustion housing cylinder inthe plane of the combustion chamber and which being in connection withsaid stationary axle; at least one combustion exhaust port beingprovided which opening into the com bustion chamber normally through thecombustion housing cylinder; at least one combustion exhaust bafflebeing provided which located normally within the combustion chamber forthe purpose of substantially deflecting a fluid volume, normally ignitedand expanding combustion gases, from said combustion chamber througheach combustion exhaust port in a general tangent direction; a normallycentrifugal-type air compressor being provided for the purpose ofcompressing air into said combustion chamber by way of an aircompression chamher; an air compression exhaust port being providedthrough the housing cylinder end disc to allow compressed air into thecombustion chamber from said air compression chamber; a fuel intake portbeing provided which located normally through the combustion end discand normally on the axis of the stationary axle for the purpose ofdirecting any combustible fuel from a pump means into said combustionchamber; a combustion fuel baffle disc provided within said combustionchamber in a plane normally parallel adjacent to the plane of thehousing cylinder end disc for the purpose of limiting internalcombustion within said combustion chamber to a region normally adjoiningthe axis-toward side of the combustion housing cylinder; a combustionair intake port being provided within the combustion chamber betweensaid combustion fuel baflle disc and said housing cylinder end disc;compressed air and fuel mixing and igniting at the periphery of saidfuel baiiie disc normally near the axis-toward side of the combustionhousing cylinder; the sum of the combined cross-section areas of thecombustion exhaust ports of the combustion chamber providing asubstantially large cross-section area than that of the combustion airintake port and air compression ex haust port; heat energy resultingnormally from internal combustion of any combustible fuel being providedwithin the combustion chamber for the purpose of providing asubstantially larger fluid volume for the purpose of substantiallyincreasing the exhaust velocity and p.s.i. fluid pressure ateachcombustion exhaust port to a degree approximately equal to the takevelocity and p.s.i. fluid pressure of said fluid volume when enteringthrough the air compression exhaust port and combustion air intake portbefore being diffused within the combustion chamber; the reaction ofsaid large fluid volume, consisting normally of ignited and expandingcombustion gases, exhausting from at least one combustion exhaust portin .a general tangent direction causing the combustion charn her andassembly to rotate around the axis of the station- .ary axle therebyproviding torque energy which activates the air compressor whichprovides compression of fluid into the combustion chamber whichcontinues the aforedescribed cycle which provides torque and propulsionthrust; said exhausting fluid volume impinging against a plurality ofcombustion exhaust back-pressure vanes which being affixed to theaxis-toward side of the back-pressure cylinder and extending to aperimeter closely adjacent to the periphery of the combustion housingcylinder for the purpose of providing a fluid back-pressure against thecombustion chamber for the purpose of substantially increasing thetorque power of the engine.

4. The invention as claimed in claim 3 wherein a plurality of combustionexhaust back-pressure vanes provided which being affixed to theback-pressure cylinder in the plane of the combustion chamber and whichextending toward the axis of the stationary axle to a perimeter closelyadjacent to the periphery of said combustion housing cylinder for thepurpose of causing a fluid back-pressure against the exhausting fluidvolume of each combustion exhaust port; a back-pressure assembly beingprovided for the purpose of substantially containing said exhaustingfluid volume within the plane and influence of said combustion exhaustback-pressure vanes for an arc distance for the purpose of continuouslyproviding a high degree of torque power to the rotation of thecombustion chamber around the axis of the stationary axle; saidback-pressure assembly including concentric rotating and stationaryback-pressure walls located closely adjacent -to any and all sides ofthe plane and influence of said combustion exhaust back-pressure vanes;the periphery of the combustion housing cylinder acting normally as onerotating wall of the back-pressure assembly; the backpressure cylinderacting normally as a stationary wall of said back-pressure assembly;concentric side walls provided on either side of the plane and influenceof said combustion exhaust back-pressure vanes; at least one of theback-pressure walls being discontinuous for the purpose of allowing thefluid volume normally ignited and expanding combustion gases, to exhaustfrom the plane and influence of the combustion exhaust back-pressurevanes normally into the atmosphere thereby continuing the aforedescribedcycle which produces continuous torque and propulsion thrust. v

5. The invention as claimed in claim 3 wherein the combustion chamberbeing stationary and the heretofore stationary axle and combustionexhaust back-pressure vanes being allowed to rot-ate around the axis ofsaid heretofore stationary axle; the fluid volume consisting normally ofignited and expanding combustion gases and exhausting from thecombustion chamber through at ieast one combustion exhaust port in ageneral tangent direction wherefrom impinging against the plurality ofcombustion exhaust back-pressure vanes which rotating around the axis ofthe axle substantially closely adjacent around the periphery of thecombustion housing cylinder for the purpose of rotatin said heretoforestationary axle and the rotative elements of a normally centrifugaltypeair compressor for the purpose of providing compression of fluid intothe combustion chamber which continues the aforedescribed cycle whichprovides torque and propulsion thrust.

References Cited in the file of this patent UNITED STATES PATENTS2,400,899 Wilcox May 28, 1946

